Art of railway signaling.



C. JL KINTNE'R. ART OF RAILWAY SIGNALING. APPLICATION H'LE-D IAN- 16.1914.

Patented Sept. 11, 1917.

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Hm M @k g3 [w Txmv n C. J. KINTNER.

ART OF RAILWAY SIGNALING. APPLICATION FILED JAN-16,1914,

i ,,%.3, 9w Patented Sept. 11, 1917.

3 SHEETS -SHEET 2.

0.1. KINTNER.

ART OF RAILWAY SIGNALING.

Patented Sephll, 1917.

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CHARLES J. KINTNER, OF NEW YORK, N. Y.

ART OF RAILWAY SIGNALING.

Application filed January 16, 1914. Serial No. 812,432.

To all whom it may concern.

Be it known that I, CHARLES J KINTNER, citizen of the United States,.and resident of New York, borough of Manhattan, county of New York, and State of New York, have made a new and useful Invention in the Art of Railway Signaling, of which the following is a specification. U

My invention is directed particularly to a novel method of and means for effecting signals upon railways with a View of preventing collisions between trains or cars running upon the same track, and it has for its objects-- First, greater simplicity of operation than hasheretofore been effected by existing types of signals in general public use. f

Second, to greatly decrease the first cost of such appliances and to minimize the expense of operating the same.

Third, to give greater efficiency to railays where electric power is utilized.

Fourth, to at all times and in all kinds of weather, both at night and day, display signals which will be rendered visible to the motor-man or. engineer and the trainmen, with more certainty than has heretofore been possible.

Fifth, to provide a system of block or other signals actuated by electricity and constructed and arranged in such vmanner that no electricity is used for signaling over a 1'02] d, except when a car or train ispassing over a signaling section or approaching a definite point thereon, the signals all being normally inert, or utilizing no energy, or displaying no visual indications whatever.

Sixth, to provide a railway system with electric lights, located over the entire route and at stated intervals, which have electrical connections, such that the roadway is rendered visible by the lights over any section thereof at all times when a train is passing thereover, and at the same time a warning signal is displayed at the rear end of that section which warns the motorman or engineer of a following train of danger, and at the same time gives an indication to the motorinan or engineer of the preceding train that said signal has been displayed, and also illuminates the roadway in front of the train as it passes said warning signal so that not only the motormen and trainmen, but also the passengers, are made aware of the fact that the signals are successfullyop1 crated.

Seventh, to provide means for always rcndering a luminous signal visible in all kinds ofweather, either at night or in day time, and to concentrate the rays of light from the luminous signals in such manner that they will always be visible in one direction or the other, a or both, when glowing.

Eighth, to provide means for giving parallelism to therays of light of a'huninous signal and in such manner that the light ef-v fects produced shall be more intense than with existing visual light giving signals and that the appearance is widely different from that of existing lights now used, either in railway signaling or generally as found along railroads parallel with the roads; so as to thereby furnish a distinction between the signal lights and the lights generally so found. V

Ninth, to provide a railway signal with a protecting tube'or shield made of such inatcrial and of such length that the luminous signal inclosed therein cannot be injured or destroyed by malicious persons.

For a full and clear understanding of the invention such as will enable others skilled in the art to construct and use the same in effecting the operation of the means or appliances hereinafter claimed, reference is had I to the accompanying drawings, in which,

Figure 1 represents a diagrammatic and plan'view of an electric railway divided into three signaling sections, two cars running in the same direction being illustrated at the opposite ends thereof and as passing from left to right and the signalsdisplayed.

Fig. 2 is an enlarged sectional view of one of the train rails and a flexible electrical contact rail parallel therewith, together with circuit connections for effecting the operation of the signals electrically, as will be described, a part of a tram-wheel being shown in QlG'xElt'lOIlll view upon the train rail with its flange in contact with the flexible rail, a part of the tie upon which said parts are supported being also shown in elevation.

Fig. 3 is a view similar to Fig. 2 illustrating the same in condition for operation, the signal post, visual signals. tubular shield therefor and battery connections being shown.

Fig. 4 is a modified form of the invention shown in Fig. 1, illustrating also the means for. generating and using the signaling currents, three signal sections being also dis;v

showing the inclosed luminous and audible signals and the means for rendering the visual-or luminous signal distinctly visible by giving to the rays of light absolute parallelism at all times and in all kinds of weather; together with the signal post which supports the same.

Fig. 7 is'a similar plan view of the same withthe top or cover removed; and,

Fig. 8 is an end elevational view thereof seen looking at F ig. (i from right to left,

the lamps or signals being shown in dotted.

lines in the darkened field of the protecting tube. a

Fig. 9 is a sectional view of another form of means for rendering the luminous signal distinctly visible in all kinds of weather and for giving to the rays of light from the lamp parallelism in a diiferent manner, the top of the signal post being shown inside clevational view and.

Fig. 10 is an end elevational View thereof as seen looking at Fig. 9 from right to left.

Fig. 1.1 illustrates a modified form of the invention of a type where the signals are operated by primary or secondary batteries or equivalent sources of stationary electrical energy, this figure also illustrating how the invention is applied in connection with curves and at grade crossings, so that a train when. passing over a given section'shall not only give indication in the rear of danger, but shall also give indication in front of its approach to road crossing, switches and bridges, and also indicate to passing people that such train is approaching.

Referring now to the drawings in detail,

in which like letters and numerals of refer ence represent like or equivalent parts wherever used, and first to Fig. 1, 1, 1 represent the tram railsof an electricrailwaywhich are electrically well bonded together lengthwise and constituting three block signal sections A. B and C a single blocksection signal light being shown at the commencement of each section two succeeding lamps being shown in' each instance for illuminating the roadway while a train is passing over that particular section. L, 2, represent flexible contact rails supported by insulating timbers 5' connected to the plus pole of the dynamo or generator D, whose minus pole is connected directly to one of a; series of electrical cross bonds connected tothe rails at the end of the section, as clearly shown, it being important that the rails should be-bonded together at frequent points, preferably at the ends of the block signal sections; also at the rail joints longitudinally, as understood by those skilled in the art. Z, Z Z represent the signaling lamps, there being in the present instance. three for each, section, said lamps being connected electrically by conductors 7 to'the flexible contactrailsQ and .by additional conductors 6, 6,'-'6,to the third rail 3, it being important that thelainps Z, Z, Z shall. be located-between the third rail 3 and the contact rails 2 for the purpose'of making the voltage'of the circuit greatest-,at the point of highest insulation; namely, the space between the intei'ior edge of the flexible contact rails and thetrain rail. These lamps are preferably of great light giving intensity, consistent with econoiny,and arranged within. the metal tubes or shields R. R; R and at the center thereof, which tubes are preferably of 10 or 12 ft. in. length, with avertical diameter of 6 ft/and a horizontal width of 2 ft., as indicated in Figs. 6.

and S, and each provided with a narrow opening at the bottom near the mouth, so that they will not accumulate snow or sleet and so that all extraneous rays of light are cut out and that'the rays of light, as will be noted on examination of Fig. 1, are parallel with the track in both directions.

In the first modified form of the invention shown in Fig. 1, I have disclosed two cars or trains as passing from left to right over block signal sections A. and C. in the" direction of the arrows, said cars advancing under the influence of the current from the dynamo D by way of third rail 3 from trolley bonded rails tothe negative pole of the dynamo. It will benoticed. therefore, that as the cars advance three signals are displayed upon each of the sections 'A. and C over which the cars are passing, and that the three corresponding signals for the intermediate-section Bare inert or out of operation and, therefore, no current isflowing through them. In this figure ofthe drawings-I have illustrated the rear half'o f the rear lamps Z of the sections A, B and C as being a signal lamp in each instance which is preferably red so as togive red light or indicate danger to incoming trains to the section, and white upon the other side so as to clearly illuminate'the trackin advance. These lamps are preferably located at a definite height above the tram rai s. nd a the same distance to one side thereof so that the motorman will at all times see them beyond a doubt and will know when the white lights are illuminatedin front, on entering the block, that the corresponding red light is illun'iinated in the rear, thus assuring him of the fact that his danger signal is glowing in the rear while the lamps for illuminating the roadway in this particular section are disg layed in both directions at the same time. This light also gives warning to the passengers and to the trainmen on the rear car, after they have passed the signal post, that the danger signal thereof is displayed. No light is displayed to the motormen and train men on the entrance of the train or car until it has passed the signal post for that section. It will also be noticed, in view of the indications in section B, thatno current is being nsed on any section over which a car is not standing or passing.

In Figs. 3, 4-, 6 and 8 of the drawings I have illustrated the lamps as being in multiple and vertically arranged above each other in the same vertical plane so that should any lamp be broken or fail to operate for any reason the remaining lamps will give suflicient light to indicate danger. Should all of the lamps be for any reason obliterated the motorman will note, on passing the signal post at the entrance of a section, that he failed to get a white light signal from his rear and also another from one of the road illuminating lamps in front and should, therefore stop his train, make the danger signal just passed operative and the trainmen should be sent to the rear with the usual lantern or danger signal.

I will now describe the preferred form of luminous signal disclosed in Figs. 6 and 7 for rendering signals absolutely visible in all kinds of weather and in day time as well as night time. For this purpose I arrange the lamp or lamps within metal tubular shields R of very dark interior, the same being preferably subjected to known processes of marbleizing for the purpose of rendering it non-oxidizable and also for rendering it absolutely normally dark within the tube, as well. as giving protection from injury to the lights by malicious persons. These tubes are preferably also made of the shape or form shown having the upper portion of their ends projecting and their lower end portions provided with narrow longitudinal openings which prevent the accumulation of snow or sleet and prevent animals or birds from building nests therein. On each side of the lamp or lamps Z I provide means for rendering the rays parallel so that the best luminous effects are had. To accomplish this I provide a lens L made of two pieces of plate glass m, which may be given perfect curvature by molds, as will be understood by those skilled in that art.

These sheets of glass are stood upon end in the tube and eccentric with each other, as illustrated in Figs. 6 and 7, and are made water-tight at their adjacent edges, and the space between them is filled with a nonfreezing liquid, as alcohol, which may be colored red or blue with any metal liquid coloring agent inserted through the opening 8 in the top. This oblong lens is of such a nature that where a plurality of lamps are used it renders parallel all of the rays 1* of the multiple lamps and will, therefore, give an indication which will be of such size, nature, and intensity as will attract the attention of a inotornian or engineer beyond any question of a doubt. These lenses may be located on both sides of the lamps Z, or there may be one of such lenses on one side and a plate glass or other thin transparent or translucent medium on which will not interfere with the rays of light on the other side; or both lenses might be dispensed with and corresponding media m located on both sides where the block sections are not unduly long, it being essential, however, that these media shall be far enough within the tube or shield R to be always within a dark field and invisible from extraneous rays of light and only visible when rays of light are transmitted from the lamp or lamps Z, thus giving the necessary color indication by the length of light waves transmitted from the lamp Z at the entrance of each block. I have ascertained that where a light of any nature whatever is confined within a tube of relatively great length so that the rays thereof may only be permitted to pass out at the end thereof it produces an effect which is rendered visible to the human eye for relatively great distances. whether it be in the night timeor even in the sunlight, if the arrangement be such that the rays of sunlight are not permitted to directly enter either end of the shield R. In Figs. 9 and 10 of the drawings I have illustrated an other form of means for rendering parallel the rays of light emitted from the luminous lamp Z in a surrounding tube or shield R, thus constituting a darkened field, this form being of the well known parabolic reflector type.

I design to use this form of mv invention in connection with rotating bridges, over streams with railway switches, and in places generally, such as curves in railroads, where the rays of light are required only tobe reflected or transmitted in one direction. In this instance the rays are conveyed through a red, blue or other translucent plate a which is located in a dark field situated sutliciently within the tube or shield R to be invisibile on the outside from extraneous rays when the lamp Z is not glowing, as were the like parts m and m in Figs. 6, 7 and 8.

I regard this feature of my invention as being very important in that it enables one to utilize the rays of light from a luminous body at all times either night or day and under all conditions of usage and permits the use of translucent apparatus with such light in such manner as to transmit rays of light of difierent wave lengths and hence of variable color.

I will now describe Fig. 4: which discloses an electric railway system embracing three signaling sections A B and C, as before, and a car or train passing over the middle sec tion, the tram rails 1 and third rail 8 being broken apart between the first and third sections. In this form of the invention 1 have showna dynamo or power generator D of direct current type furnishing the propelling current through the third rail 3 and connected at its negative side by conductor 5 with the bonded tram rails 1, as before. In

' this form, however, I utilize a separate source of electrical energy for the signals, in the nature of an alternating current generator AD having mains or conductors c extending over the road, preferably insulated from each other and twisted together. The generators D and AD are preferably connected to the same driving shaft and driven by any source of power through a pulley P (see Fig. 5). These mains c, c are connected in multiple near the center of each signaling section by conductors cl, (Z, d, which convey current to the primaries 7), p, p of converters, the secondaries S, S, S of which are of low resistance, said secondaries being connected by conductors s, s, s, s, on one side to the flexible contact rails 9, 2, 2, and on the other side in multiple with electric signal lamps Z, Z, Z, Z, Z, Z, Z, Z, Z and to polarized bells or alarms 7), b, b, which in turn are all con nected directly to one of the tram rails 1. The alternating current generator AD is so designed that when the two generators D and AD are set in motion by the pulley P the generator AD will create suiiicient current in the primaries of the converters to render luminous the lamps Z, Z, Z and to operate the bells Z) only when a car is standing or passing over one of the sections and only for that section, unless another car is at the same time passing over one of the other sections; and the entire system is so devised, as will be understood by those skilled in the art, that the power generator D will generate sufiicient current to operate the motors of the cars only after the corresponding signals of any section have received current enough to operate them before transmitting motion to the cars; these, however, are matters of expert knowledge and well known forms of automatic govcrnors may be utilized in connection with this feature of the invention. In other words these generators should be so designed that the generator AD would send a signaling current of proper voltage and amperage to illuminate the signaling lamps before the generator D furnishes sufficient current through the third rail 3 to give to the motor or motors on any car or cars relatively great speed. i

The operation is as follows, supposing a train to be near the center of section B with the rear wheels to, w of a truck and the.

front wheels w, w of another truck of another car somewhat near the incoming end of section C. Under these conditions the power generator D is supplying current to the motors on board of all of the cars of the train having such motors and conveying the same through the axles a and wheels to to the tram rails 1 and back again to the power generator through said rails, and the alternating current signal generator AD is supplying current to all of the primaries p of the converters in multiple relation. The secondary circuits, however, of the converters for sections A and C not being closed by the wheels of the train no current is passing through the signals of sections A and C, but the wheels to upon the tram rails 1 for section B are now closing circuit through their flanges with the flexible contact rail 2 of that section and tram rails 1, so that all of the lights Z, Z, Z of that section are rendered visible and the corresponding rent signaling generator AD to any signaling section until the wheels of the train or car make contact with the corresponding flexible rail 2 of that section, so that the motorman or engineer has luminous indication of the fact that he is upon that section when the front wheels of his train enter thereon, because as he enters the section the tube R prevents actual observation of the same until he has passed beyond it, at

I which time the passengers on the succeeding cars are all made aware of it, and ultimately the trainmen at the rear end are also made aware of the fact that the danger signal is displayed. He also has an audible indication of that fact and the passengers on the cars are made aware of the same. 'Of course I contemplate the use of the lamps Z. with the tubes or shields R in the same manner as heretofore. described in connection with Fig. 1. It will be apparent that the lamps Z and bells Z) may be operated by alternating currents of relatively low voltage and that, therefore, the potential of said currents at the highest point of resistance; namely, the flexible insulated contact rail, may be relatively low so that flooding of these contact rails and tram rails will not necessarily cause the signals to operate. Also the conductors c may be insulated from each other and included under the flexible rail 2 so as to protect them in the best possible manner.

Referring now to Fig. 11 of the drawings I will describe my invention for use in connection with railways where the source of. power is carried bythe train or vehicles, as for instance 011 steam railways or with cars driven by compressed air, electrical storage batteries, or other similar applications of power. In this system I have shown three signaling sections A, B and G as before where the section B is on a curve of the line, and I have illustratedalso two road crossings BC, R0 at the outgoing ends of two of the signaling sections A and B. With this system I prefer to locate the signals at roadway crossings which are usually located in the country one-half mile apart and I propose to use secondary or storage batteries BA, BA one for each signaling section, as clearly shown.

1, 1 are the tram rails, ,,as before, and 2, 2, flexible contact rails approximately the length of the block sections A, B and C, as before, and 2, 2 are similar sections of flexible contact rails of relatively much shorter length located near the outgoing ends of the sections and adapted to make contact with the flanges and wheels on the opposite tram rail 1. R, R, B are the tubes or shields for giving a dark field to the signal lamps Z, Z as before, and R, R, R

similar tubes forthe signal lamps Z,.Z, Z

at the outgoing ends of the sections and on the opposite side. of the track. The circuit relations of the lamps with thebatteries BA and flexible contact rails 52 of each section are identically alike and similar multiple connections are made with said batteries extending through conductors 6 7 to lamps Z and the opposite flexible contact rails 2 which can readily be traced on examination of the drawings. The tubes or shields R which inclose the lamps Z in addition to being open at both ends are also open at their opposite sidesand preferably provided at said sides with lenses L adapted, to convey the red rays in the direction of the grade road crossings RC, as clearly illustrated in section B on the right. On the inside of the curve of theroad is shown a reflector R of different form from the other reflectors or shields B, said reflector being in the form of a right angle adapted to transmit rays to the front and the rear from the same so as to meet the requirements of the curve over which the cars may pass. On the opposite side of this curved section I have shown the use of one of the reflectors illustrated in Fig. 9 and the light Z is con nected. in multiple circuit with the battery BA of section B.

The operation of this form of the apparatus is as followsNone of the signals are shown as being in operation except those in section B at the rear of and in front of the trainwhich is passing. The rear wheels w of this train close the circuit of the battery BA through the lamp Z by way of conductors 6 and 7 to the flexible contact rail 2; thence through the flanges and surfaces of said wheels to the lower track rail. 1, rendering the lamp luminous during the time that the train is passing over the entire section. When this train entered said section B at the extreme left thereof, the lamp Z was rendered luminous and the rays thereof were displayed in parallelism, as shown by reason of the lens L passing to the rear, and indicating danger. The same lamp conveyed the rays in theother direction at right angles thereto, as shown, thus indieating to the engineer and to the traininen and passengers of the rear car that the signal had. been displayed. This signal continues to be displayed until the rear wheels of the trainpass out of section B on the extreme right and the engineer and trainmen are continuously made aware of that fact; but before this occurs the other set of wheels to closes-the circuit of the battery BA of section C on the right through conductor P, lamp Z ,conductor 7,fiexible conductors 2, upper tram rail 1, bond 4 on the right, lower tram rail 1, back to said battery; this illuminates the lamps Z in the tube or shield R and gives the engineer warning that he is approaching the end of the section, which indication may be of a special color or nature, as blue. At the same time it displays red or other colored rays both to the right and left upon the road crossings RC, as shown by the arrows, and might also indicate an alarm with a trembler bell connected in multiple with the same source of electrical energy, thus giving persons passing upon the road both visual and audible warning that a train is approaching, as well as indicating to the engineer that he is near the end of the section. Zhen the train enters the incoming end of the section C the battery BA of that section is closed through the lamp Z of the tube or shield R on the extreme right, so that the danger signal L is then displayed to the rear of that section and at the same time the track is illuminated by the white rays displayed in advance and the lamp Z of section B is disconnected from the circuit when, the rear wheels of the train pass to the flexible rail 2 of that section (7.

By the means thus described I am enabled to give to the engineer, the trainmen and the passengers on board of the train absolute warning of the fact that signals are displayed as the train advances and the nature of such signals, both in front and the rear, and the position which the train occupies with relation to the section it is passing over at all times. Should a train approach section B before the train already occupying that section has passed entirely out, the engineer will have a positive indication of the fact that the section is occupied, by reason of the display of the red or other colored signal in the angular tube or shield R and he will be made aware of the fact that he is approaching the curve for which that signal is displayed by reason of the fact that the wheels of his train close the circuit through the flexible contact rail 2 on the left and display the lamp Z in the reflector R, which signal is seen, onexamination of Figs. 9 and 10, to be of a different conformation of character from the signals displayed in the tube or shield R of Fig. 6, being round, or disk like, said signals being preferably of rectangular shape and large area as will be obvious on inspection of Figs. 6 and 8.

I thus disclose two classes of signals to represent special indications and the engineer is Warned of the fact that caution is needed with relation to the speed of the train because he is approaching a curve.

In Figs. 2 and 3 of the drawings I have shown a preferred form of flexible contact rail 2 which is supported by a treated insulating timber or rail 5 secured to the ties of the track, said flexible rail being of such shape or conformation as to eflectually insulate it beneath from the effects of rainor snow, and also of such shape or conformation that the flanges of the wheels w bear frictionally upon the upper surface, thus presenting a bearing surface which will permit of the lateral movement of the car wheels w to the greatest extent and without great nae tion or Wear. This form of flexible contact rail, as before stated, admits of the possibility of utilizing the same as a protecting conduit for the conductors 0 c in Fig. 4: or

for other conductors where it is found necessary to conceal them 1n points of security and with the best insulating effects.

I do not limit my invention to the various details of construction and arrangement shown and described; nor specifically to the use of my novel methods of signaling with railways, as obviously such methods of operation involving the use of rays of light of different wave lengths, or even of the same wave length when generated in a dark surrounding field might be employed in the art of signaling generally, particularly with relation toflash signaling for use in transmitting definite characters relatively long distances, as this feature embodies a principle which may be utilized in many ways in the arts, as, for instance, in advertising; as with electric currents passing through incandescent or other conductors inclosed in a dark field, as hereinbefore stated.

Nor do I limit myself to the shape, form or structure of the tube which constitutes the means of making'the darkened field for the inclosed luminous'body; as, for instance in railway signals it is my intention to make these tubes or shields so as to conform both to the curves .or angular shape of the road and the grades thereof and to make the light or signal in said tubes visible in both directions in all cases, so that an engineer or motorman, and trainmen, upon entering any section of the roadway, shall see the signal in the rear and shall also see the lighter lights made visible over the entire section and at any part thereof.

Having thus described my invention what I claim and desire to secure by Letters Patent of the United States is p 1. A signal embracing a light, a protecting tube or casing surrounding the same and of suflicient length to cut ofi" practically all interfering reflected or refracted rays from extraneous sources of light; stationary translucent media located on one or more sides of the light and within the ends of the protecting tube or casing a sufficient distance to be rendered non-visible except when the light is illuminated, together with a stationary source of energy for giving to said light suflicient luminosityto render it visible, either in clay stantially as described.

2. A rail-way signal embracing one or more electric lights and a protecting tube or casing surrounding the same together with fixed or stationary translucent-media" located on opposite sides of the light or lights and within the tube and relatively near to the same and adapted to give simul-:

taneously luminous signals of relatively large area in different directions and of a different character in combination with a stationary source of electrical energy for making said signals luminous, the same being invisible at all times except when energized by the source of electrical energy.

3. Av railway safety system embracing a plurality of blocks, a plurality of safety appliances for each block consisting each of' a'lamp having a protective tubeior casing coated with a light absorptive medium on its inner surface and adapted to' transmit parallel rays of light only from the lamp in opposite directions at the same time; one or more stationary sources of energy adapted to render said lamps luminous successively as a car or train passes'over the blocks, said lamps being wholly non luminous except lightfor atjnight sub- When a train is upon a block of the roadway and acting to Wholly illuminate the section of road in both directions, substantially as described.

at. A railway signal embracing one or more electric lamps inclosed in a tube of such length as to cut oil practically all lateral refracted rays and having relatively closely adjacent to the lamp media for giving signals of different color said media being fixed or stationary Withinthe tube in combination with a stationary source of electrical energy located beside the roadway and having circuit connections through the Wheels and flanges of the cars and the track rails of the road as substantially described.

A signal embracing a light of relatively large superficial area provided With a surrounding or inclosing casing having tubular openings adapted to convey the visible rays of light from the signal in different angular directions at the same time Gopiesof this patent may be obtained for five cents each, by addressing the Commissioner Washington, D. 0.

together with a stationary source of energy for giving to said rays of light an intensity proportional to the superficial area of the light.

ii luminous signal of relatively large superficial area surrounded by a tubular protecting casing of variable length and diameter and provided With a plurality of openings, two or more located at different angular points around the horizon, said casing being lined with an absorbent medium for absorbing substantially all of the rays of light established within the casing except the parallel rays which flow from the light directly to the points signaled.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses. I

CHARLES J. KlNTNlCl-t. lVitnesses:

M. F. KEATING,

HARRY BOWEN.

of Patents, 

